Train pipe connecter



C. C. FARMER TRAIN PIPE CONNECTER 4 Sheets-Sheet l I Filed April 2, 1929 INVENTOR CLYDE C. F ARMER ATTORNEY Jam. 26 1932. c. (.1. FARMER' TRAIN PIPE GUNNECTER Filed April 2, 1929 1 Sheets-Sheet 2 INVEFIITOR CLYDE QFARMER BY 9%zai/ ATTORNEY Jan.26,=1932.

. c. c. FARMER TRAIN PIPE couunc'rsn Fild April 2. 1929 4 Sheets-Sheet 4 INVENTOR' QSJ YDE C. FARMER ATTORNEY (til Patented Jan. 26, 1932 Uhll ii til'ES PATENT OFFICE CLYDE {I PARKER, F PITTSBURGH, PENNSYLVANIA, ASSIGN OR TO WESTINGHOUSE AIR BRAKE CUMPANY, OF WILMERDING, PENNSYLVANIA, A. CORPORATION OF PENNSYLVANIA.

TRAIN PIPE- CON N ECTER Application filed April 2, 1929.

This inveiiitiini relates to automatic train pipe couplings, and more particularly to the type known the tight or rigid lock coupling.

An object of the invention is to provide a train pipe coupling of the above mentioned typo in which the train pipes can be removed when the coupling is coupled to a counter part coupling.

Another object of the invention is to provide improved means for suspending train pipe couplings.

Another object of the invention is to provide a train pipe coupling of the character mentioned which is simple in construction, and reliable and exact in function under all conditions of service.

The invention also comprises certain new and useful improvements the construction, arrangement and combination of the several parts of which it is composed, as will be hereinafter more fully described and claimed.

in the accompanying drawings, Figure 1 is a side elevation of an automatic train pipe coupling, constructed according to the invenion; Fig. 2 is an end view of the coupling head; Fig is a longitudinal section through the coupling head Fig. 4 is a vertical section taken on the line l%l of Fig. 3, showing the coupling head coupled to a counterpart coupling and illustrating the manner of removing the train pipes when the coupling is in coupled position; 5 is a vertical section taken on the line of Fig. 3, showing the manner of locking the train pipes in the cou pling head; Fig. 6 is a horizontal section taken on the line 6-6 of 1 showing the adj ustable manner of suspending the rear end of the coupling head; Fig. 7 is a front View of one of the train pipe locking members; Fig. 8 is a vertical section taken on the line 55-45 of Fig. 7; F 9 is an enlarged perspective of the locking wedge used with the looking member shown in Figs. 1' and 8; Fig. 10 is a front view of another train pipe locking member; liig. 11 a vertical. section taken on the line ill-11 of F ig. 10; Figs. 12 and 13 are detail views of the wedge used with the looking member shown in Figs. 10 and 11, and

Serial No. 351,839.

"Fig. 14; is a detail view ofone of the front suspension'members.

Referring to the drawings,and more especially to Figs. 1 to 3 inclusive, the automatic train pipe coupling may comprise a head 16 having a projecting nose 1'? adapted to engage in a recess 18 of a counterpart coupling head.

A lever 19, pivoted in the coupling head 16,

at 20, has a cam face 21 for engaging a face formed with a rearwardly extending tubular extension or sleeve 29 which constitutes a guide for the forward end of a stem 30, anchored to the car in the manner shown in Fig. 1.

A follower collar is slidably mounted on the rear portion of the sleeve 29 and carries a pin 11 which extends through an elongated slot 42 in the sleeve 29 and also through an elongated slot 13 in the stem 30, as shown in Fig. 1.

A front follower collar 44 is alsomounted on the sleeve 29 and carries a pin 45 which on tends through an elongated slot 46 in the sleeve 29 and through an elongated slot 17 in the stem 30, as shown in Figs. 1 and 3.

A coil spring 48 is interposed between the collars 4:0 and 44-,and is adapted to be co1npressed upon movement of either collar relative to the other when the coupling head 16 is telescoped or otherwise moved relative to the stem 30. The spring 48 is also under initial. compression which tends to hold the coupling head 16 extended with respect to the stem when the coupling is uncoupled from a counterpart coupling.

As shown in F .igs. 1 and 3, the front end of the stem 30 is bifurcated, as at 19, and a roller 50 is mounted between the furcations,

face 54, and said cam surface terminates, near the extremity of the arm 53, in an arcuate notch or recess 55, as shown in Flg; 3.

For the purpose of l1m1t1ng the outward swinging movement of the lever 19 and arm 53, when the coupling is uncoupled from a counterpart coupling, the coupling head 16 is provided; with an abutmentor stop 56 (see Fig.4), m

The train pipecoupling is suspended at both ends, and for this purpose the inner end of the stem 30 is provided with a ball section 31 which is mounted in a correspondingly formed socket carried by a plate 32.

One face of the plate 32 is formed with serrations 33, as shown best in Fig. 6, said serrations engaging with correspondingly formed serrations3a on the lower edge of a bracket. 35 depending from the car coupling: 36.

' The plate 32 is secured to the bracket. 35 by means of a plurality of bolts37. The bolts are passed through elongatedslots 38 in the plate 32, and through openings 39 in the bracket 35, the construction permitting the relative position of the plate with respect to .the bracket to be easily adjusted so as to locate the coupling head 16 in the desired positionbeneath the'car coupling 36,,as will be readily. understood I For the purpose of flexibly suspending the coupling. head 16 from the frontv portion of the car. coupling 36, improvedmeans are provided;

As shown in Figs. 1, 2 and 14, the front suspension means may comprise a pair or spring suspension elements 75, secured at one end to the car coupler 36, andat the other end to the coupling head16.

Each suspension element 75 includes an up- I per inverted U-shaped member 76 and alower U-shaped member 77, both members being similarly formed as shown in Fig. 1a. The

members 76 and 71 of each element 75 are disposed in planes at right anglesto each.

other, as shown in Figs. 1 and 2, the upper member 76 being carried by a pin 78 fixed to the car coupler 36, and the lower member 77 being carried by apin 7 9 carriedby the coupling U head 16. The extremities of the limbs of the members 76 and 77 are bent outwardly to provide hooks. 80. Encircling the limbs of both members and bearing against the hooks 80 of the member 7 6 at one end and against the hooks 80 of the member 77 at the other end, is a coil spring 81.

. position.

The coupling head 16 may be provided with one or more train pipe conduits. In the present instance it is shown as having three conduits 57, 58 and 59. The rear ends of these conduits are adapted to be respectively connected to the brake pipe hose, the signal pipe hose, and the steam line hose of the vehicle. The front, or nose end of the conduits, are respectively provided with gaskets 60, 61 and 62, which gaskets, are adapted to abut the gaskets otcorresponding conduits in a counterpartconpling head so as to form a fluid tight joint therebetween, as shown in.Fig.e4=. i

The conduits 57 and 58 are mounted in a chamber 63 formed in the coupling head 16, while the conduit 59 is mounted in a chamber 64llocatedbelow, and spaced from the chamber 63.

The wall at the front end of the chamber 63 is provided'with a pair of spaced annular openings and 66. The nose end of the conduit 57 is enlarged, as at 67, so as to snugly lit in the opening 65, and the rear of this enlarged. portion is formed with an annular flange 68.

Likewise, the nose end of the conduit 58 is enlarged, as at 69, so as to snugly engage in the opening 66, and the rear of this enlarged portion is formedwith an annular flange 70.

The wall at the front end of the chamber 64 is formed with an opening 71 through which opening projects the gasket 62 of the conduit 59. To the rear of the opening 71, the wall is formed with an annular recess 72 which constitutes a seat for an enlarged portion 73 formed on the-end of'the conduit.

The flanges 68, and 73' are greater in diameter than the diameter of the openings 65', 66 and 71, respectively, and therefore these flanges will, upon engaging the wall adjacent said openings, limit the movement of the conduits outwardly through the openings when the coupling head 16-is in uncoupled Encircling the portion. of the conduit 57 to the rear of the flange 68 is an expansible coil spring 82, while encircling the portion of the conduit 58 to the rear of the flange 70 is a coil spring'83.

. For the purpose of closing the rear end of the chamber 63 and for also compressing the springs-82 and 83, a retaining plate 84 is provided. The plate 84 is shown removed in 'Fig. 4, but such plate is shown in place in Figs. 3 and 5.

As shown in Figs. 7 and 8, the plate 84 comprises an elongated body provided with a pair of spaced openings 85 and 86, through which the conduits 57 and 58 respectively pass. At one end the plate is formed with a projecting lug 87, while at the other end there is a similarly formed lug 88. The lug 87- is mounted in a recess 89 formed in the end wall of the coupling head 19, "while the lug 88 is disposed in a similarly formed recess 99. in this way the plate will be prevented from moving laterally relative to the coupling head.

The body of the coupling head 16, to the rear of the chamber 63, is formed with a pair of vertically disposed, rearwardly extending flanges or webs 91 and 92, the web 91 being located on one side of the conduits and 58, while the web 92 is located on the other side of said conduits. The web 91 is formed with an opening 93 which alines with an opening 9%, formed in the web 9:2, as shown in Fig. 5. The conduit 5'? is formed with an external annular groove 95, and the conduit 58 is provided with a similarly formed groove 96. Rings 97, which encircle the conduits and are disposed within the openings 01 the plate 8d are mounted in the grooves 95 and 96 respectivcly,in the manner shown in Fig. 3, for the purpose oi retaining the plate in position when the parts are being assembled. The rings will prevent the spring 82 and 83 from displacing the plate Set, while a wedge 98 is being driven into place through the alined openings 93 and 9t, as shown in Figs. 8 and Erich-cling the portion of the conduit 59 to the rear of the flange 73 is an expansible coil spring 99, which bears at one end against the flange T3 and at the other end against a collar 199 reniovably mounted in the coupling head.

As shown in Figs. 5, l9 and 11, the collar 199 is formed with dian'ietrically disposed lugs 191 which are disposed in recesses formed between a pair of spaced webs or vertical flanges 192 that project rearwardly from the coupling head. The webs 192 are iiiormed, above and below the conduit 59,

with alincd openings 193, through which o 'ienings are inserted the wedge-shaped limbs 19% oi a ii-shaped retaining member 195. The side wall of the limbs a engage the lugs 191 so as to prevent outward n1ovemerit of the collar 199 relative to the conduit 59 due to the pre :ure exerted by the spring 99. The -limbs 19-11 are formed with inwardly extending projections 106 which engage the sides of the adjacent webs 192 and limit the distance the limbs may be passed through the alined openings 193.

From the foregoing it will be noticed that the s n'ings 83 and 99 will be retained in the coupling head under compression, and therefore the conduits 5?, 58 and 59 will be respectively 'lorccd outwardly oi the coupling head when the latter is uncoupled, the extent of outward movement being limited by the flanges 68, T9 and 73. respectively, engaging the seats provided around the openings (35, (i6 and Ti. il hen the cars are brought together for coupling up, the projecting gaskets 99, 91 and 9:2 ot the counterpart coupling heads will be compressed, thereby forcing the spring 82 are shown conduitsslightly inwardly against the tension of the springs. In this way a fluid tight seal between abutting train pipe sections will be had.

The manner of mounting the train pipe conduits in the coupling head as herein described permits the witl'iurawal or" any or all of the conduits when the coupling head is coupled to a counterpart coupling. This feature oi the invention has been illustrated in Fig; l, wherein the wedge 98 and the plate 84 have been omitted, and the conduit 5'? and partly withdrawn from the chamber lVhcn it is desired to remove the conduits 57 and 58 for inspection or replacen'lent, the wedge 98 is first withdrawn from the openings 93 and 94, and then the plate 84- is removed, thereby permitting the springs 82 and-83 to expand to their free lengths. The conduit 59 can likewise be removed while the coupling head 16 is coupled to a counterpart coupling, by first withdrawing the retaining member 105 so as to release the collar 191 thereby permitting the spring 99 to expand to its free length, after which the conduit 59 can be withdrawn in the manner illustrated near the top of Fig. l. In replacing the conduits, it will be understood that the above described operations are reversed.

In operation, when the usual car couplers of adjoining cars are uncoupled in the usual manner, the coupling head 16 will remain coupled and locked together until the cars have moved apart sutficientlyto pull the coupling heads outwardly of the stems This action will move the ends 52 of the arms toward the ends of the stems 89, bringing the cam surfaces as into engagement with the rollers 50.

Inasmuch as the stems 39 of the two cars will be pulled away from each other when the cars are uncoupled, when the rollers 59 en gage the cam surfaces 54, the tension of the rollers against the cam surfaces will be such that the arms 53 will be moved laterally, and accordingly the levers 19 will be drawn inwardly, thereby unlocking the coupling heads 16. When the coupling heads are unlocked, in the manner just described, the noses 17 of the two coupling. heads will recede from the recesses 18 when the coupling heads separate.

The rollers 59 will engage in the recesses and the coupling heads l6iwill be extended with respect to the stems 39. The movement of the arms 53 to cause the withdrawal of the levers 19, swings the arms 23 so as to draw the heads 26 toward the fixed abutment 27, thereby con'ipressing the spring 28.

l Vhen the couplings are being uncoupled in the manner just described, the relative positions oi? the slotsslEB and 16 ofthe stems 30 will be shifted longitudinally with respect to the slots 43 and a7, and the sprin 4-8 will be p compressed between the collars 49 and a l,

which are brought closer together. There- .fore, when the noses 17 clear the levers 19 when the coupling heads separate, the springs 28 and 48 will expand, thereby returning the parts to the normal coupling position, as shown in Fig. 3, ready for again coupling up, the stop 56 limiting the outward swinging movement of the arm 53,as will be readily understood.

When the cars are broughttogether for. coupling up, the projecting nose 17 of one train pipe coupling head enters the recess 18 of the counterpart, coupling head, and when the nose 17 passes by the lever 19, the: latter is forced inwardly When the gasketsGO, 61 and62 meet to connect the forward ends of the conduits 5r, 58 and 59 respectively, the spring 28 will force, the lever 19 outwardly, thereby engaging the cam surface 21 with the face 22 of the counterpart coupling head, so as to interlock the coupling heads together in the manner shown in F l. I

While one illustrative embodiment of the invention has been described in detail, it is not my intention to limit its scope to that embodiment or otherwise than by the terms of. the appended'claims.

Having now described my invention, what I claim as new an desire to-secure by Letters Patent, is:

1. A train pipe coupling comprising abody having an opening extending therethrough from the front face to the rear face, an inwardly projecting flange formed around the opening atv the front face of the coupling, aconduit extending through the coupling opening, said conduit having an external flange for engaging the coupling'flange so as to limit the movement of the conduit out wardly of the coupling, a retaining plate 7 for the conduit mounted on the rear face of the coupling, said retaining plate having an opening through which the conduit passes, a'spring encircling the conduit and bearing at one end against the external flange of the conduit and at the other end against said retaining plate, and a wedge carried by the coupling and engaging said retainingplate.

2. A train pipe coupling comprising a body having an opening extending therethrough from the front face of therear face, an inwardly projecting flange formed around the opening at the front face of the coupling, a conduit extending through the coupling opening, said conduit having an external flange for engaging the coupling flange so as to limit the movement of the conduit outwardly of the coupling, a retaining plate for the conduit mounted on the rear face of the coupling, said retaining plate having an opening through which the conduit passes, a spring encircling the conduit and bearingat one end against the external flange of the conduit and at theother end against said retaining plate, a plurality'of lugs projecting and at the other end against said retaining from said retaining plate, each of said lugs being disposed in a recess in theco upling body, and a wedge carried by the coupling body and engaging said'retaining plate.

3. A train pipe coupling comprising a body having anopening extending therethrough from the front face to the rear face, an annular flange formed around the opening at the front face of the coupling, a conduit extending through the coupling opening, said conduit having an external flange for engaging thecoupling flange so as to limit the movement of the conduit outwardly of the coupling, a retaining plate for the conduit mounted on the rear face of the coupling, said retaining plate having an opening through which the conduit passes, a spring encircling the conduit and bearing at one end against the external flange ofthe conduit plate, a plurality of lugs projecting from said retaining plate, each of said lugs being disposed in a recessin the couplingbody, and a wedge carried by said coupling and having limbs engaging the lugs of said retaining plate. H V V 4B. A train pipe coupling comprising a body having a front wall and a chamber formed therein to the rear of the frontwall, a pair of spaced openings formed in the front wall of the body, each of'said openings having an inwardly projecting flange, a pair of conduits extending through the coupling cham her, the front end of each conduit being mounted in each opening, said conduits having external flanges for engaging the flanges of the openings so as to limit the movement of the conduits outwardly of the coupling, a single retaining plate having a pair of spaced openings through which the conduits pass; a spring encircling-each conduit and bearing at one end against the external flange of the conduit and at the other end against said retaining plate, and a single wedge carried by the coupling bod taining plate between said openings.

In testimony whereof I have hereunto set my hand this 19th day of March, 1929.

- a CLYDE C. FARMER.

y and engaging saidrei 

